Appendix C

National Historic Preservation Act Section 106 Consultation with New York 

State Historic Preservation Office





Attachment 1
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Attachment 1

SCALE N/A

SOURCE

Perini Corporation/Parson Brinckerhoff, Nov. 16, 2012

Amtrak Gateway Project – Hudson Yards Study, Tutor
Attachment 2
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Attachment 2 PROJECT Concrete Casing in the Hudson Yards

SCALE N/A

SOURCE

16, 2012

Tutor Perini Corporation/Parson Brinckerhoff, Nov.

Amtrak Gateway Project – Hudson Yards Study,
Attachment 3
PROJECT Concrete Casing in the Hudson Yards

SOURCE

SCALE

PROJECT NO. 15303391

Amtrak Gateway Project – Hudson Yards Study, Tutor Perini

Corporation/ Parson Brinckerhoff, Nov. 16, 2012

1’ = 60’

Attachment 3
Attachment 4
Page 1 of 2

ATTACHMENT 4 - Undertaking Location and Construction Information

Amtrak Right of Way Preservation

Concrete Casing in the Hudson Yards

New York City, New York County, NY

During construction, the primary access to the Project site would be the existing access road off

Twelfth Avenue, which roughly parallels 30th Street and continues under the Eleventh Street

Viaduct to the project site (see Attachment 2 of Section 106 letter). Staging areas would be

limited to the areas adjacent to the sides of the trench for the concrete casing.

The proposed Project alignment would be constructed in four distinct sections (A, AB, B, and

C). The sections were determined to reflect the differing physical constraints and characteristics

imposed by the layout and loads of the planned overbuild structures, along with the location of

Amtrak Empire Line Tunnel and the LIRR railroad infrastructure and Maintenance of Equipment

Shop (MOE) building.

 Section A is adjacent to Eleventh Ave. The Project alignment is deepest in this section

and would contain high column loads.

 Section AB is currently occupied by shop tracks serving the MOE building and would

contain multiple columns for the overbuild structure. These tracks, laid in the 1980s,

would be removed and replaced after construction.

 Section B is in close proximity to the existing Amtrak Empire Line Tunnel and would

also contain multiple columns

 Section C is the western end of the Project and the shallowest section of the Project. It is

occupied by the LIRR MOE building and would contain multiple high column loads for

the overbuild structure. The shop support and inspection shop section of the 1983 MOE

building would be demolished along with the adjacent Tenth Avenue access ramp, also

dating from the early 1980s.

Sections A, AB, and B would be fully integrated cut-and-cover concrete casing construction.

Partial plan and section design drawings are included in Attachment 4, Figures 1 and 2. The

construction sequencing would start at Tenth Avenue and head west toward the Eleventh Avenue

Viaduct. As the first portion of the Project alignment is completed (approximately 400 feet in

length) Overbuild Platform construction will commence over the completed concrete casing.

The anticipated construction sequence is as follows:

1. Fence off construction zone

2. Utility relocations, MOE building partial demolition, Tenth Avenue ramp

demolition, yard track removal

3. Secant piling and caisson construction

4. Excavation/bracing

5. Concrete casing construction

6. Backfill
Page 2 of 2

7. Platform foundation construction and crane pad development (after the first 400

feet are constructed), MOE building reconstruction and utility restoration

8. Yard track reconstruction

The initial stage of construction would entail relocations of railroad infrastructure and utilities to

accommodate open cut excavation of the deep trench for construction of the concrete casing. In

addition, sections of the LIRR MOE building (constructed in 1983) would be demolished along

with the adjacent Access ramp off Tenth Avenue (Attachment 4, Figure 3). Installation of

support of excavation walls (SOE) would follow. The SOE walls would be secant pile walls toed

into rock. Tie back anchors would be used to support the walls. Section B of the concrete casing,

which is very close to the Empire Line Tunnel, would require construction of the secant pile wall

to cross over and run on the north side of the Empire Line Tunnel.

Mass excavation of the overburden soils would follow installation of SOE walls. The excavation

would extend through rock to the concrete casing floor level utilizing controlled blasting

techniques. Channel drilling and rock splitting techniques would also be necessary in close

proximity to the Empire Line. Pattern rock bolting would be used to temporarily support the rock

faces in the trench. Shotcrete would be applied to the rock faces in the trench and lower sections

of the secant pile walls to provide an adequately smooth surface to attach the waterproofing

fleece and membrane used to waterproof the new concrete casing. The permanent cast-in-place

reinforced concrete casing floor, walls and roof would be placed following installation of the

waterproof membrane.

The final stages of construction would entail completing the overbuild column connections to the

concrete casing, cutting off the top of the secant pile walls, backfilling the trench and reinstating

the utilities and railroad infrastructure.
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 1

Attachment 4

Overbuild Foundation Load (size & locations vary)

PROJECT Concrete Casing in the Hudson Yards

Conceptual Design:

Fully Integrated Casing and Overbuild Foundation

Structure

SCALE N/A

SOURCE Amtrak Gateway Project – Hudson Yards Study,

Tutor Perini Corporation/Parson Brinckerhoff, Nov.

16, 2012
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 2

Attachment 4 PROJECT Concrete Casing in the Hudson Yards

SCALE N/A

SOURCE

Perini Corporation/Parson Brinckerhoff, Nov. 16, 2012

Amtrak Gateway Project – Hudson Yards Study, Tutor
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 3

Attachment 4 PROJECT Concrete Casing in the Hudson Yards

SCALE N/A

SOURCE

16, 2012

Tutor Perini Corporation/Parson Brinckerhoff, Nov.

Amtrak Gateway Project – Hudson Yards Study,
PROJECT NO. 15303391

Figure No. 3 (continued)
PROJECT NO. 15303391

Figure No. 3 (continued)
PROJECT NO. 15303391

Figure No. 3 (continued)
PROJECT NO. 15303391

Figure No. 3 (continued)
PROJECT NO. 15303391

Figure No. 3 (continued)
Attachment 5
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 1

Attachment 5 PROJECT Concrete Casing in the Hudson Yards

SCALE 1:12,500

SOURCE Bing Map Aerial Imagery, Microsoft 2010

Archaeological APE Satellite Map
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 2

Attachment 5 PROJECT Concrete Casing in the Hudson Yards

SCALE 1:12,500

SOURCE National Geographic TOPO! 2011, USGS

Archaeological APE Topographic Map
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 3

Attachment 5 PROJECT Concrete Casing in the Hudson Yards

SCALE 1:12,500

SOURCE Bing Map Aerial Imagery, Microsoft 2010

Above-ground APE Satellite Map
PROJECT Concrete Casing in the Hudson Yards

PROJECT NO. 15303391

Figure No. 4

Attachment 5 PROJECT Concrete Casing in the Hudson Yards

SCALE 1:12,500

SOURCE National Geographic TOPO! 2011, USGS

Above-ground APE Topographic Map
Attachment 6
Page 1 of 6

ATTACHMENT 6 – Cultural Resource Information

Amtrak Right of Way Preservation

Concrete Casing in the Hudson Yards

New York City, New York County, NY

Historic Development of Project Area

Throughout the 18th century, the west side of what is now Midtown Manhattan was farmland. In

the early 19th century, most of this land was owned by George Rapelje, grandson of Dutch

settler, Joris Rapelje, one of the first immigrant workers brought to New Netherlands, as the 17th -

century colonial province on the East Coast of North America was known, by the Dutch West

India Company. The land in the proposed project area was purchased by the Rapelje family in

1720 from Sir Peter Warren, a British Naval Officer and British Member of Parliament. Later in

the century, several additional estates were established around present day 9th Avenue. The area

remained largely rural in the early 19th century, consisting of market gardens, estates, and

unimproved lands, much of which were owned by the municipal government.

The Rapelje family started selling off development tracts in the 1820s. These tracts had

boundaries that conformed to the street and avenue grid system, adopted by the New York

Legislature in 1811, but not approved until 1835. Once the grading and filling was completed,

the avenues and streets were established north to West 35th Street. Midtown soon became home

to German immigrants who came to work on the Croton Aqueduct and wished to escape the

crowded conditions of Lower Manhattan.

The Map of the City of New York and the Island of Manhattan, W. Bridges, 1814, illustrates that

all of the west side of the Hudson Yard was in the Hudson River and approximately the top third

of the east side as well. Before the mid-19th century landfill projects, the Hudson River shoreline

was located in the project area, near what is now Eleventh Avenue. In 1849, the Hudson River

Railroad was completed, terminating in the area between West 34th and West 30th Street and

Eleventh Avenue and the Hudson River. When the Hudson River Railroad connected to the New

York Central Railroad, the project area attracted industries that relied on the rail system, such as

slaughterhouses and meatpackers. Three-to-five story brick tenements were soon constructed by

real estate speculators and occupied by the workers in these industries.

An 1865 Sanitary and Topographical Map shows that the yard west of 11th Street was almost all

under water, and the east yard was either made land or marsh. The 1867 Plan of the City of New

York from the Battery to Spuyten Duyvil Creek, indicates a great deal of land filling and building

activity had occurred in the two blocks that contain the proposed project area. A pier in the

Hudson River between 33rd and 32nd Streets contains railroad tracks that continue onto the top

half of the west yard and curve south into the east yard past a roundhouse and a car shop.

Lumber storage, stone yards, coal yards, a limekiln and an iron works surround the two train

yard blocks, suggesting the area was principally a freight rail yard for industrial operations.

An 1891 Map of New York City, by George Bromley (Attachment 6, Figure 1) shows the project

area consisting of six blocks that contain commercial and industrial land uses such as a brewery,
Page 2 of 6

iron works, iron forge, coal yard, lumberyards, and sawmill. The New York City and Hudson

River Railroad (NYC & HRRR) owned the area between Tenth and Twelfth Avenues, and 30th

and 31st Streets. The northern block of the area contained two structures, one of which is labeled

“freight depot.” The block to the north of this appears to have been vacant. The lower two

eastern blocks in the project area are also owned by the NYC & HRRR.

In the late 19th and early 20th centuries, pier development along the Hudson River waterfront

continued to spur industrial development in the vicinity of Tenth and Eleventh Avenues. These

industrial facilities mixed with existing residential areas in Hell’s Kitchen and Chelsea while

fostering additional residential development. The 1908 opening of the New York Improvement

and Tunnel Extension of the Pennsylvania Railroad, which included tunneling under the Hudson

and East Rivers and through Manhattan, connected the Nation’s largest port with the Nation’s

largest railroad, and greatly changed the character of Midtown.

The 1911 Sanborn Maps show the area between West 30th and West 33rd consisting mostly of

railroad tracks associated with the recently completed massive improvements to the

Pennsylvania Railroad that included tunneling under the nearby Hudson River (Attachment 6,

Figures 2 and 3). The subsequent development of the Pennsylvania Station, the U.S. General

Post Office, and the 7th Avenue subway sparked major development. The printing and

publishing businesses relocated from the City Hall area to the Pennsylvania Station area,

attracted by the new post office, rail lines and shipping piers.

Historic Properties Located in the Above-ground APE

Built above-ground properties in the project area include the 1983 LIRR MOE building,

(Attachment 6, Figures 4) the 1980s LIRR tracks that service the MOE building, and the

Eleventh Street Viaduct, (Attachment 6, Figure 5) constructed in the 1930s. None of these

properties are considered historic as they either date to the 1980s yard redevelopment or were

substantially altered as part of the 1980s yard development project. The site had been used as rail

yards for more than 100 years prior to the 1980s LIRR development. Since 1983, the yard has

served as the storage and maintenance facility for LIRR commuter trains.

The MOE building, located within the Work Zone, consists of a repair shop, an inspection shop,

and a support shop. This one-story steel-frame structure is on a concrete slab of varying height.

Columns are located along the southern wall and support a gantry to lift train cars. A wheeltrueing pit is located approximately 200 feet from the west end of the building. The pit’s floor is

located 12.25 feet below the slab, or 3.5 feet below grade.

The Eleventh Avenue Viaduct runs from West 30th Street to West 37th Street and was constructed

in the 1930s as part of the West Side Improvement project. The viaduct is a steel-frame structure

with a reinforced concrete deck. Sections were reconstructed during the West Side Yards

redevelopment in the 1980s, including new foundations consisting of driven piles and caissons

extending to bedrock. The south viaduct abutment, which extends approximately 150 feet north

of West 30th Street, was repaired at the same time, and a new road deck was recently installed.
Page 3 of 6

The 2004 Final Generic Environmental Impact Statement for the No. 7 Subway ExtensionHudson Yards Rezoning and Development Program (FGEIS) prepared by the City of New York

Planning Commission and the Metropolitan Transportation Authority, identified historic

architectural resources within that project’s APE, which includes the APE for this concrete

casing project. The FGEIS included all properties previously listed, or determined eligible for

listing, in the New York State and National Registers (S/NR) located in its project area. In

addition, the report identified all properties that were New York City Landmarks and Historic

Districts (NYCL), and properties that have been found by the New York City Landmarks

Preservation Commission (LPC) to appear eligible for designation, considered for designation

(“heard”) by the LPC at a public hearing, or scheduled for consideration at such a hearing.

To ensure that any additional archaeological and historic properties identified since the 2004

Hudson Yards FGEIS were considered for this EA, a URS architectural historian undertook

research at the New York State Office of Recreation Parks and Historic Preservation (ORPPHP)

at Peebles Island, NY, to examine relevant NRHP files and New York State Historic Resource

Inventory files. New York State Library records were also researched. On-line research included

records from the Library of Congress and the David Rumsey Collection. The URS architectural

historian completed research and conducted a site visit during the week of January 14, 2013.

Photo-documentation of the APE was completed at the same time.

Potential historic architectural resources for the project area are those that appeared to meet at

least one of the four National Register Criteria for Evaluation and were identified based on field

survey and through historical documentary research at the New York Public Library and Avery

Architectural Library at Columbia University, the Municipal Archives, and the New York City

Department of Buildings archives.

This field survey for 2004 FGEIS project included a much larger area than the proposed project

area. The survey extended from W. 30th Street north to W. 43rd Street and from Eleventh Avenue

to Seventh Avenue in the Garment Center District. Ninety-eight potential properties were

identified and submitted to the New York State OPRHP and the LPC for evaluation and

determination of NRHP eligibility. None of the identified architectural resources are located

within the Project area. The Eleventh Avenue viaduct was not included in this list of 98

resources, although it is within the 2004 FGEIS survey area and was constructed over 50 years

ago. Presumably, the authors of the document did not feel the structure met at least one NRHP

Criteria, or the structure lacked sufficient historic integrity, as defined by NRHP guidelines.

Infrastructure facilities running underneath the yards, (the yard west of Eleventh Avenue Viaduct

and the yard east of the Eleventh Avenue Viaduct) include the Amtrak Hudson River Tunnels

and the Empire Line Tunnel. The 1986 Empire Line Tunnel abuts the proposed 800-foot long

tunnel mid-length between Eleventh Avenue and Tenth Avenue. The Amtrak Hudson River

Tunnels are approximately 60 feet north of the Tenth Avenue end of the Project.

The New York Improvements and Tunnel Extension of the Pennsylvania Railroad was

determined eligible for listing in the NRHP in April of 2011 by the New York State OPRHP

(Attachment 6, Figure 6).The determination was made for a previous Amtrak Security

Enhancement Project (PRJ29112351) Replacement and Upgrading of Fire and Life Safety

Supervisory Control and Data Acquisition System, New York City, New York County, New
Page 4 of 6

York, funded by the American Recovery and Reinvestment Act. The Statement of Significance

provided by the New York State Office of Parks, Recreation & Historic Preservation (OPRHP)

state that

...the subterranean and subaqueous railroad tracks and

tunnels of the New York Improvement and Tunnel Extension of the

Pennsylvania Railroad meet Criterion A for transportation history

and Criterion C for engineering design. Built between 1903 and

1910, this linear transportation corridor was the largest and most

advanced metropolitan railroad project undertaken in the United

States at that point in history. Extending from Weehawken, New

Jersey, beneath the Hudson River, beneath Manhattan, and under

the East River to Long Island City, Queens, the system’s

engineering represents various construction techniques and designs

that met the various needs of the project and the geological

conditions.

Character-defining features of the New York Improvement and Tunnel Extension of the

Pennsylvania Railroad include the tube with bottom trench shape and the cast iron construction.

Another important element are the bore segments every 15 feet to accommodate a screw pile

driven into bedrock to stabilize the tunnels, solving the problem of the unstable silt river floor

shifting and potentially fracturing the cast iron tube while a train was moving through.

Monolithic masonry panels line the tubes, which contain only a single track to prevent

derailments and collisions. Walkways on 3 feet high benches run along both sides. These

benches were designed to be 1 foot higher than the average Pullman car in order to prevent

derailments. The benches are constructed of hollow terra-cotta tiles to accommodate electrical

cables, including high-tension and low-tension power lines and telegraph, telephone, and signal

wires

The Empire Line Tunnel was constructed in 1986 as part of the overall West Side Yard

redevelopment project and is not considered historic.

The above-ground 1934 High Line elevated freight tracks runs west perimeter of the west yard,

and over the Access Road needed for the project. The OPRHP determined that this resource was

eligible for the State and National Registers on February 20, 2004. The 15-foot Access Road,

which is scheduled to be constructed beginning of March 2013 as part of this undertaking, will

roughly follow the existing alignment, including going underneath the High Line to connect with

Twelfth Avenue.

The High Line was completed by the New York Central Railroad in 1934 to replace an at-grade

Tenth Avenue track. The High Line was a key component of the Lower West Side’s unparalleled

commercial transportation advantages. The 1.45-mile steel and concrete viaduct, abandoned

since 1980, is almost 30 feet above grade and runs from Gansevoort Street to West 34th Street,

roughly parallel to Tenth Avenue.

The High Line is eligible under Criterion A as a significant transportation structure important to

New York City’s 20th-century industrial development. The High Line connected the industrial
Page 5 of 6

concerns along its route with regional and national markets. The objective of the High Line was

to facilities the movement of raw materials and products in and out of this industrial section of

the city. The viaduct passed through or along many industrial buildings. The rise of trucking in

the 1950s led to a drop in rail freight on the High Line, and the southernmost portion, between

Bank and Clarkson Streets, was torn down in the 1960s. In 1993, the southern section between

Bank and Little West Twelfth Street was demolished. In the early 1980s, the northern section of

the High Line between West 33th and 35th Streets was demolished for construction of the Jacob

K. Javits Convention Center. Despite the removal of these sections, the High Line retains much

of its historic integrity and is a visual reminder of one of Manhattan’s important industrial

transportation corridors.

Character-defining features of the High Line in the project area include the loop track shape

around the Caemmerer Yard, and the spur that runs east to Tenth Avenue connecting to a large,

double-track platform over the avenue adjacent to the Morgan General Mail Facility. Along West

30th Street the loop track viaduct crosses over Eleventh Avenue on a trestle and then curves

northward as it reaches Twelfth Avenue continuing over 33rd Street, where it begins to decline.

Along 30th Street, the track and spur have a concrete parapet with recessed panels and square

concrete posts between the tubular steel railings.

FRA has evaluated the project area pursuant to the regulations adopted by the Advisory Council

on Historic Preservation (36 CFR Part 800, “Protection of Historic Properties”) and determined

the following historic property is located in the Above-ground APE:

The High Line Freight Railroad viaduct in the vicinity of Tenth Avenue from Gansevoort

Street to W. 34th Street

New York Improvement and Tunnel Extension of the Pennsylvania Railroad from NJ to

Manhattan to Long Island City, Queens

Potential for the Presence of Resources in the Archaeological APE

The project area has functioned as a rail yard since the 1860s. Although maps of this period show

railroad-related buildings such as a freight depot, car shop and a roundhouse, there has been no

indication in the archaeological record of foundations associated with these structures. Beginning

in the early 20th century, ground was disturbed in the area with the construction of the New York

Improvements and Tunnel Extension of the Pennsylvania Railroad. The four tunnels of the

Hudson River Tunnel run through the Hudson Yards east to west, and this massive and

unprecedented construction project, created significant ground disturbance in the area. In the

1930s, as part Robert Moses’ 1930s West Side Improvement project, Eleventh Avenue, north of

30th Street, was developed as a viaduct over the rail yards, creating even more ground

disturbance in the project area.

In the 1980s, the West Side Yard redevelopment created the Caemerer Yards, which also

involved substantial construction activity. The project included removal of the existing yard

operation tracks and the placement of a concrete slab across the western one-half to two-thirds of

the entire yard. The remaining eastern section will filled with ballast. Other areas were paved

with asphalt and used for parking and storage. Five new structures were built to support
Page 6 of 6

operations, including the MOE building. The southern abutment of the Eleventh Street Viaduct

was repaired and new east-west tracks connecting to Penn Station were then constructed on top

of the slab and ballast areas.

The project area’s potential for archaeological resources was previously assessed as part of the

2004 FGEIS for the Hudson Yards Development and 2008 Environmental Impact Statement

(EIS) for the West Side Yard. Documentary studies conducted for the FGEIS addressed the

possibility of potentially significant historical archaeological resources surviving later

disturbances. Information was gathered to compare, both horizontally and vertically, subsurface

disturbance record and the historical past.

Documentary studies addressed the possibility that potentially significant historical

archaeological resources exist within each APE and the likelihood that such archaeological

resources have survived later disturbances. Data were gathered to compare, both horizontally and

vertically, the historical past and the subsurface disturbance record. For residential-related

archaeological resources, the dates of construction, occupancy, ownership and how old the

dwelling was before access to City sewer and water were considered. The likelihood of

occupants depending on privies and pits for at least 3 years prior to the advent of municipal

sewer and water increased the probability for the presence of associated shafts with the potential

for archaeological resources. Based on recommendations from the City’s LPC a 10-year period

of occupancy by a family or families had to be established for a site to potentially yield historic

period resources.

Reference material consulted included collections at the New York Public Library Map Division

and Local History Room, the Municipal Archives, the Manhattan Borough President’s Office,

the Department of Design and Construction’s Subsurface Bureau, the City Register’s Office, the

New York City Department of Environmental Protection’s Bureau, the City Register’s Office,

and the New York City Department of Environmental Protection’s Bureau of Sewer and Water

Operations (NYC DEP), the New York City Department of Building and the New-York

Historical Society. Census Records and City Directories were also consulted, along with records

from the New York State OPRHP, the New York State Museum in Albany, and the New York

City LPC.

A total of 39 lots and two street beds were evaluated, none of which are on the block bounded by

the Twelfth Avenue and Tenth Avenue, and 30th and 33rd Streets, which contains the Work Zone

and the Construction Lay-down area for the proposed Project (Attachment 6, Figure 7). Of the 39

lots evaluated, 34 were determined to lack archaeological resource potential due to lack of initial

deposition, the inability to associate any occupancy with initial deposits, or subsequence

disturbance to compromised integrity. The New York State OPRHP review of the FGEIS

archaeological assessment concluded that they had no further archaeological concerns with the

No. 7 Subway Extension-Hudson Yards Rezoning and Development Program.

Conclusions from the West Side Yard EIS archaeological resource evaluation were similar to the

results of the FGEIS assessment for archaeological potential. The New York State OPRHP and

the New York City LPC determined the development site had no archaeological sensitivity.
PROJECT Concrete Casing in the Hudson Yards

SCALE

SOURCE

PROJECT NO. 15303391

Figure No. 1

http://www.davidrumsey.com/

1:21,600

Attachment 6

Outline and Index Map of New York City. Manhattan Island. Plate 18.
PROJECT

SCALE

SOURCE

PROJECT NO. 15303391

Figure No. 2

Library of Congress

1:100

Attachment 6

Concrete Casing in the Hudson Yards
PROJECT Concrete Casing in the Hudson Yards

SCALE

SOURCE

PROJECT NO. 15303391

Figure No. 3

Library of Congress

1:100

Attachment 6
PROJECT Concrete Casing in the Hudson Yards

SCALE

SOURCE

PROJECT NO. 15303391

Figure No. 4

URS

N/A

Attachment 6

MOE Building Looking South from 33rd Street

MOE Building Looking East from Eleventh Avenue Viaduct
PROJECT Concrete Casing in the Hudson Yards

SCALE

SOURCE

PROJECT NO. 15303391

Figure No. 5

URS

N/A

Attachment 6

Eleventh Avenue Viaduct Looking South and West

High Line and Access Road to Twelfth Avenue, Looking West
PROJECT Concrete Casing in the Hudson Yards

SOURCE

SCALE

Figure No

PROJECT NO. 15303391

6

“Penny’s North River Tunnel a Marvel of Skill”- New

York Times, Sept. 9 1906.

1:1 Mile

Attachment 6
PROJECT Concrete Casing in the Hudson Yards

SOURCE

SCALE

Figure No.

PROJECT NO. 15303391

7 Redevelopment and Zoning Program FGEIS, 2004.

No. 7 Subway Extension – Hudson Yards

.75:500

Attachment 6

down Area

Zone and Construction LayBlocks Containing Work